Valve mechanism for automatic train-control apparatus



R. L. MILLER. VALVE MECHANISM FOR AUTOMATIC TRAIN CONTROL APPARATUS. V

APPLICATION FILED MAR. 16, 1922.

Patented Aug. 1, 1922.

5 m A? txiw. 7 g) 24" /0 3 /7 /4 50" ii a g Q m m $6 1,30%?"351 7;

1 7 \7 I? @YWW6 same time passage obtain. an ei'ne-rgeney appli under such sists ofa shoe 28 connected erably tapered and opens through one end of the plug and is closed at its other end as by means of the screw cap or plug 18.

Formed in opposite sides-pi the casing are ports or passagesli) and .20 which open into the eating therewith, respectively, the pipe 21 and the fluid pressure pipe 22 of the usual type of air brake system, the latter pipe leading to the engineers valve (not shown) whereby the pressure of fluid in the train line may be controlled for setting and releasing the brakes in the usual well known manner. i In the normal relation of the parts described in the foregoing and shown in Figure 3 of the drawings, passage is in communication with the train line and pars sage 16 is in communication with the liuid pressure pipe, and as said passages 15 and 16 are in relative communication, the'tluid pressure pipe is normally in opencommunication with the train line pipe whereby the engineer may control the pressure oli 'lluid in the train line to set and release his brakes in the ordinary manner. However, it plug 12 is rota'ed a predetermined amount in a predetermined direction to the right in Figure 3, passage 16 will become disalinedwith port or passage 20 and a solid'portionoi the plug will be moved into closlng relation with said port or passageand thereby cut of? communication between the fluid pressure supply pipe and the train line, while at the 16 will move into aline- 24 in the casing 10' leadingto the atmosphere, but passage 15 will remain in communication with the train line due to the circumferential channel 15. Thus, fluid pressure will be exhausted irom the train line through passages 15, 16 and ment with passage Q l'and the brakes will become set, while control of the same will b6l.'8l'il0\ Gtl from the engineers hands except fluid pressure by way of the by-pass pipe 25 and check valve 26 therein, which opens in the direction of the engineers valve, to ration. of the brakes. desired, channel 15 may be extended to' both sides of the passage 15 as previously mentioned and a second port opening to atmosphere,

shown by dotted lines at 27 in Figure of the drawings, may be formed in the casing 10 in position to be alinedwith said channel 15 when the plug is rotated in a reverse direction, to the left in Figure 3, so that conditionstherewill also be an exhaust of fluid from thetrain line.

The ID6211153101. rotating the plug 12 conto the plug and depending therefrom so as to be engageable with a ramp device, and which is adapted to be moved angularly to rotate the plug in one direction or the other, depending upon bore 11 and have communitram line L In connection prior valve mechanism open end 'eap or plug 18.

that he may exhaust the circum ferential nsane-o pending application previously referred to andincludes a pipe 29 bent into Ushape and connected with the axial passage 17 whereby breakage or rupture loss of air from the train line with a eonse quent reduction of pressure and setting of the brakes.

with the structure so far described, it will be noted that it a break should occur in the pipe 29 while the shoe is in normal position, that is, vertical*with the ports 15 and 16-establishing open com munication between the fluid pressure pipe and the train line, exhaust of fluid would occ 1r not only from the train line but from the fluid pressure pipe as well, which is undesirable and which is a disadvantage of my now eliminated by my present inprovements consisting essentially oi a hollow sleeve 30 disposed within the axial bore 17 of plug 12. I r

The bore 17 is tapered in the direction o't its open end, that is, towards the end in communication with the pipe 29, and the sleeve 30 is also tapered and or a size to snugly fit said bore when moved towards the smaller thereof. Normally,however, said sleeve is disposed in the larger portions of the bore and is retained tliereinby an expansion coil sprirng'E-Sl arranged between the smaller end of the sleeve and the adjacent end of the bored? and which acts to hold the larger the sleeve in contact with the Alrey 32 prevents rotation of the sleeve with respect to the plug 12 so that in thenormal relationot parts a circular opening 33 in the side of thesleeve is maintained 'n alinement with the passage 16, waile n elongated opening 34 in the opposite siu of the sleeve is maintained in ahnement w1th the passage 15.

In the smaller end of the sleeve is formed a relatively'small opening Now, whenthe shoe is disposed normally vertical, communication between the fluid pressure supply pipe and the train line is had through passages 15' and 16by way of the openings 32 and in the hollow sleeve and the pipe 29 is subj ect'to train line pres sure by way of opening 35. Therefore, it the pipe 29 should break or become ruptured in any manner, the air therein will exhaust to atmosphere thus reducing the pressure against the outer surface of the small end of the sleeve so that the same will be moved longitudinally within the bore 17 by the reacting from "the cap or greater pressure plug 18 against theinner face of its substantially closed small end and the sleeve consequently will be forced into snug engagement with the bore 17, while at the same time openthereof will result in member subject to ing 38 will be disalined from passage 16 thus cutting off the supply. Train line fluid may still exhaust, however, due to the fact that elongated opening at remains in alinement with passage It is thus apparent that reof the angular disposition of the shoe, the fluid pressure sup ply will be cut oil both fromthe train line and the shoe when ever the latter breaks, and when the break has been repaired it is equally apparent that as pressure equalizes on both sides of the sleeve the latter will automatically return to normal position under the influence of spring 31.

I claim a 1. In automatic train control apparatus, a valve mechanism adapted to be located in the train line between the usual brake actuting means and the ordinary engineers valve for automatically effecting a reduction in train line pressure, said mechanism including a rotatable valve directly operable to control the flow of fluid in the train line, an angularly movable shoe including a hollow train line pressure and operable to rotate said valve, and means operable in all angular positions of said shoe when fluid pressure is exhausted therefrom to automatically out off communication between the fluid pressure pipe and the train line.

2. In automatic train control apparatus, a valve mechanism adapted to be located in the train line between the usual brake actuating means and the ordinary engineers valve for automatically effecting a reduction in train line pressure, said mechanism including a rotatable valve directly operable to control the flow of fluid in the train line, an angularly movable shoeincluding a hollow member subject to train line pressure and operable to rotate said valve, and means operable in all angular positions of said shoe when Fluid pressure is exhausted therefrom to automatically cut oil communication between the fluid pressure pipe and the train line and between the fluid pressure pipe and said hollow member.

In automatic train control apparatus, a valve mechanism adapted to be located in the train line between the usual brake actuating means and the ordinary engineers valve for automatically effecting a reduction in train line pressure,said mechanism including a rotatable valve directly operable to control the flow offluid in the train line, an angularly movable shoe including a hollow member subject to train line pressure and operable to rotate said valve and means operable in all angular positions of said shoe when fluid pressure is exhausted therefrom to automatically cut oil" communication between the fluid pressure pipe and said hollow member.

at. In. automatic train control apparatus,

a valve mechanism adapted to belocatedin the train line between the usual brake actuating means and the ordinary engineers valve for automatically effecting a reduction intrain line pressure, said mechanism including a rotatable valvei directly operable to (OliiLl'Ol the tlow ofl'luid in the train line, anangularly movable shoe including a hollow membersubject to train line pressure and operable to "rotate said valve, and means- 5.In automatic train control.apparatus,

a valve mechanism adapted tobe located in the train line between the, usual brake actuating means and the ordinary engineers valve for automatically eilecting a reduc tion in trainline pressure, said mechanism including a rotatable valve directly operable to control the flow of line, an angularly movable shoe including a hollow member subject sure and operable to rotate saidvalve, and

projectile and retractablefmeans carried by said rotatable valve and operable in all angular positions of saidshoe when fluid pressure is exhausted therefrom to automati cally cut oil communication between the fluid pressure pipe and'thetrain line an d between the fluid pressure pipe and said hollow member,v 1

6, In automatic train control apparatus, a valve mechanism" adapted to be located in the train line between the usual brake actuating meansand the ordinary enjgineers valve for automatically effecting a reduction'in train line pressure, said ine'cha ism including a rotatable valve directly operable to control the flow offluid in thctraiu line, an angularly movable shoe including a hollow member subject to train line pres sure and operable to rotate projectile and retrzu-table means carried said rotatable valve and pressureot train line iluid in all'angular po sitions of said shoe when iluid pressure is exhausted therefrom to automatically (cut off communication"between the fluid pressure pipe and the trainline and between-the fluid pressure pipe and said hollow m mber,

7.111 automatic train a valve mechanism adapted to be located in the train line between the usual brake actuating means and theordinary engineers valve for automatically in train line pressure,

Y r operable by th e an angularly movable shoe including a hollow member sub ectto train line pressure in 1 e train, fluid th Said valve, and

control apparatus,

effecting areduction said mechanism including a rotatable valve directly operable to control the flow of fluid in the trainline,

to train line pres-1 and operable to rotate .s,ai-d valve and ahollow sleeve arranged in sa d rotatable valve 7 i for automatically cutting off communication between the fluid pressure supply and said hollow member when fluid'pressure lS Gib huasted from} the latter.

8. in automatic train control apparatus a valve mechanism adapted to be loeated 1 in pressure is exhausted line, an a angular the train line between theusualbl'akeactuating means andtheordinary eng neefis valve for automatically effecting a reduction intrain line pressute, said mechanism including a rotatable valve directly open able toicontrolthe flow of fluid in the train 4 movable shoe including a hollow Inenobersubject to train line pressure and operable to rotate saidvalve; and

,a hollow sleeve arranged in said rotatable valve for' automatically cutting of? l'corn the fluid pressure supmernber when fluid from the latter, said establishing commupressure supply niunieation between ply and sa d hollow l'IQllOW Sl, eve normally nicatlon between the fluid pipe and the train line pipe being n1ov-.

iable under the influence of pressure both of said pipes to cut oil theaforesaid cominunication between the fluid pressure sup: "Ply t re a d sail- ;h0 llow-n1emb.er-F 5 A ,]9."=In automatic train control apparatus,

a valve Ineehanisnradapted to be located in thetrain line "between the usual brake actuvalve for autoinatically efiecting aireduction" .35

"means whereby said sleeve is {)0y tween the fluid hollow member atingfmeans and a the ordinary engineers in train line pressure, sa d mechan sm eluding a rotatable valve directly operable to control the flow Of;-fll1ll in the train line, an angularly movable shoe including" ahollow flrnember subject totrain 'line pressure and operable to rotatesaid valve, and a hollow sleeve arranged in sa d rotatable valve for automatically cutt ng oil commun cation I between theyfluid pressuresupply and sa d hollow member whenfiu d pressure is exhausted from the latter, a spring norma lly Vholrling said sleeve no position establishing s eniinunication between the ,liuid pressure the train line pipe, and

noved under theinfluenee of train line pressure. against said spring to cut oll' corninunication bepressure supply pipe and said supply pipe and u I when t 1e pressure; of fluid inthe latter is reduced. p 7

10. In automatic traineeontrol apparatus,

' a valve Imechanisrn adapted to be located in the train line between [he usual brake actuating ,means and the ordinary engineers valve for automatically effecting a reduction in train line pressure, said mechanism ineluding a rotatable valve directly operable to control the flow otfluid in the train lin en V angularly movable shoe including a hollow between the, fluid 11 v P e, with .an elongated opening at ,all tunes n whereby teases rnernber subject to train line pressure and operable torotate said valve, said rotatable valve having a tapered axial passage and a pai of axial passages therein, the radial passages normally communicating with the train lineandthe fluid pressure supply pipe, respectively, a hollow sleevetdisposed in said axial passage andhaving an opening therein of substantially the same size as and normallyycommunicating with the passage n the rotatable valve which is in comrnumcationwithlthefluid pressure supply pipe said sleeve being further prov ded with an elongated opening at all times in connnunication with the passage in the rotatable valve which is-in .eolninunication withv the train line, means normally holding said sleeve with the aforementionedopenings. and passages in ali iernent, respectively, and ineans whereby said sleeve is moved ,under the influence of titan "line pressure to ,eut voff communication pressure supply pipe and said hollow member. when the pressure of :lluid" in the latter is reduced.

l1. automatic train control a valve mechanism adapted to beloeated in the train line betweenthe usualbrake actuating means and the ord nary engineefis valve for automatically ellectn g a reduction in train line pressure, said mechanism including a rotatable valve directly operable to control the flow 05E line, an angularly movable shoe including a 'hollewfrnember subjeet "to train line pressu e and p abl to rotate said valve,' said rotatable valve having a tapered ,axial passage pair of axial passages therein, the radial passages normally con'ununicating with the train line and he fluid pressure supply pipe, respectively, a hollow sleeve vdisposed in, Said axial ipas'sageiand having an opening thereinoit substantially the same size as and normally communicating with the pa in the rotatable valve whichis in r a v v unication with the fluid pressure supsa d sleeve being further provided conncommunication with the passage in the rotatable valve which 1s ncommunication with the mainline, means acting to prevent relative rotationol the sleeve andsaid rotatable valve; Ineaus normally holding said sleeve w th afor ment e open ng p sage s in ialine nent, .respectiv} and means said sleevei s moved under the influence of train line pressure-to cut 01f conin unieation hetween the fluid pressure supply pipe and said hollow member when pressure otiluid in the latter is reduced.

In testimony whereof I hereunto afii In y signature, 7 J

" onner un /ut e s.

apparatus,

'fluid in the train. 

